Cooling system for internal-combustion engines



PaIenIedAug. 191922.

4 SHEETS-SHEET l.

M IIIII'IIIIIIignI H. C. IVIALLORY. COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES.

fig/.f1

APPLICATION FILED APR. 20, 19|?- H. C. MALLORY. COOLING SYSTEM FOR INTERNAL COIWBUSTION ENGINES.

APPLICATION FILED APR. 20, i917- Patented Aug. l, 1922;.

4 SHEETS-SHEET 2.

H.' c. MALLORY. COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APR 20| 1917- Patented Aug. 1,1922.

4 SHEETS-SHEET 3.

H. C. IVIALLORY. COOLING SYSTEM FOR INTERNAL COIVIBUSTION ENGINES.

' .l APPLICATION FILED APR. 20, 1917. 1,424,664, I

'Patented Aug. II, 1922.

4 SHEETS-SHEET 4.

uit 1 HEY C. LLOR'Y, 0F BELLPRT, NEW YORK.

COOLING SYSTEM FOR INTERNAL-COMBSTION ENGINES.

i genoot..

speeication of Letters Patent. K

Patented Aug. 1l, i922.

Application iiled April 20, 1917. Serial No. 163,332.

To all lwhom t may concer/n:

Be it known that I, HARRY C. MALLORY, a citizen of the United States, residin at Bellport, in the county of Suffolk and tate of New York, have invented certain new and useful Improvements in Cooling Systems for Internal-Combustion Engines, of which the following is a specification.

The principal object of my invention is to provide new and improved apparatus for maintaining the proper temperature of an internal combustion engine. Another 0bject is to providev a new and improved method for accomplishing this result. A further object of my invention is to utilize some ofthe heat produced in the operation of such apparatus that would otherwise be wasted.

My invention is characterized bynovel provisions for cooling an engine by the vaporization' of a suitable cooling liquid, and the subsequent condensation of the vapors thus generated and the return of the liquid of condensation to the engine cooling space or spaces.

In the preferred mode of carrying out the invention l surround the cylinders of an engine with which the invention is to be used by a body of a suitable cooling liquid held in a receptacle having a vapor space above the liquid body into which vapors generated by the ebullition of the cooling liquid may ,rise freely. The cooling liquid receptacle is connected to a condenserin a closed circulating system so that the vapors generated in the receptacle will pass to the condenser and the liquid of condensation formed in the condenser will return to the receptacle, and l add a gas as air to, or withdraw it from the circulating system as required to maintain a pressure in the vapor space of the cooling liquid receptacle corresponding to the pressure of saturated vapor of the cooling liquid at the temperature which l desire the body of cooling liquid to have. In general this temperature is well below 212 F. and the pressure in vthe circulating system is appreciably below that of the atmosphere.

To withdraw air from the circulating system l connect the latter to a suitable air exhauster. ln some cases the desired air exhausting eect may advantageously be obtained by the simple expedient of connecting an air outlet from the condenser to the engine cylinder space through the suction intake manifold of the engine so that the partialvacuum periodically created in the engine cylinder or cylinders is utilized to draw air out of the radiators. The small amount of water vapor mixed with the air drawn out of the circulating system and passed into the engine cylinders with this arrangement tends to minimize carbon troubles in the latter.

I ordinarily regulate thepressure in the circulating system by the use of a vacuum relief valve which can be adjusted to automatically open and admit air as required to prevent the vacuum or minus pressure in the system from exceeding the desired amount. In practice, however, especially in automobile use, in addition to the air admitted by the vacuum relief valve, more or less air is constantly entering the system by leak-age through the various joints of the system. t

With suitably proportioned apparatus, utilized in the manner described, l can normally maintain a constant cooling temperature regardless of the temperature of the external atmosphere or the load on the engine since the temperature of the cooling liquid will correspond at all times to its boiling point at the pressure maintained in the system. The system as a whole operates in eiect to maintain as much or as little air in the condenser at any instant as is required to give the condenser the condensing capac ity required at that instant. The range of temperature regulation obtainable by varying the vapor pressure in the system, can be augmented by var ing thel character of the cooling liquid as liy adding ingredients to water to raise or lower its boiling point.

rlhe invention may advantageously be ern-v ployed with internal combustion engines et L,

used for practically-all purposes, but is of denser of the cooling system may be formed M specication, I describe a -few specific ema in whole or in partv by coils'i.or.fraliatoixx used in room heat-ing. In the following bodiments of `my invention Aand some of its objects and advantages? will be further dis. cussed after those 'examples have been pre. sented. The invention -is defined in the ap pended claims.-

lFig. 1 is a side elevation partly in section showing my .improved temperature controlling system as embodied in connection with 'an ordinary automobile engine Fig. 2y is a section ofv an air valve which-. formsa part of thea paratus of Fig, 1;

ifiedv embodiment of surface 7 with a vapor space 8 above it.vv vThe water may be introduced byiremoval of the plug 9,' and a safety reliefv valvel 15 is'prof' vvided'on the casing and isset to discharge at a little above normal atmospheric pressure, say' for exam ple at onev pound' above atmospheric pressure. i From thesteam space 8 theplpe v10-leads to the upper header 14 of the air cooled radiator 13, and from the lower header 11 a water return pipe 32 leads through the check valve 33 andp'ump `35 back to the water space 6 aroundthe engine cylinders 5. The pump 35 is ldriven vby gearing within vthe casing 3f from thev main engine shaft, and trom thissame gearing. the fan 17 is driven by the lbelt 19.` -1

A vacuum relief valve 47 is-placed` on the header 14 and is adj-usted to admit air as required to'prevent the pressure in the system falling below the vacuum or minus pressure desired for the particular use contemplated.

An air. escape valve-'16 is connected to the lower header 11 by means of the pipe 21, and

- a discharge pipe 37 leads therefrom to a case,`the valvewill lnot permit air-to enter point within the suction intake manifold of the'engine. I

The structure ofthe air valve 16 is shownin some `detail in Fig.v .2, Thereis aball check 'valve 29 over a. port 28 so that, in any `or-reenter the radiator at the lower header 12. lVIoreoverthebar'25 has a high'coeHi-" lcient -fof ten :1p'erature A expansion so that it will be contracted as shown in the figure when surrounded byrelatively cool lair and will permit the airto escape, which action will be facilitated vbyfthe suction through the pipe between theengl In operation, the water injthe space`6w1ll be heatediby'conduction and convection-from mames' f 37, However, Awhen steam passes from the Iradiator `headerfll to the chamber 26, itsv4 higher temperaturewill expand themember 25 to close the port 28v and preventany con.

tinued escape of steam fromthe-radiatonj The flexible tubular joints 'andv 61 .of cir- 'cumferentially' corrugated'- thinl metal in thene and fthe condenser.

- respective conduits/10 andf`32 serve to absorb` ,vibrations -andyield to differential lstresses the-engine ylinders 5 ,to vthe boiling-'point yand itsvapor lwill pass threugh the conduit 10 to the lupper headerl 14` and into the radiat` in tubes; 13 where it will condense and co lect in thev lower header v11`and be rei turned in its liquid condition bythe pump 35v becomes excessive, the vsafety valve 15fwill permitjtheescape of the steam'. If the .to the space 6'. If, at anyl time, the pressure volume of ste'amdischargedthroughthe conso eective that the pressure within the sysduit 10 is less thanthe capacity ofthe radiator 13`to' condense, the condensation will be' c 9.0 tem will drop to a point where the vacuum Y :relief valve 47 will open and admit lair to the header 14; This air will find its way to` the'airvalve 16 and entering the same will cool and contract the member 25, thus openlng thefport 28, and escaping through the pressurebelowatmospheric pressure by adingly.A 'f y When thev engine is. idle, the check valve 33 preventsback liowof water into the raf diator 13, sothat'thel entire radiating surface of thecondenser 13-is available at allftimeg When .the engine stops, the cooling system justing the vacuum relief valve 47 accord-v suctioniconduit 37 to intakemanifold 2. The

system can be maintained at any desirable ceases 'tojoperate and practically the entire 'i of hot water remains in the engine jacket and keeps the-enginewarm'for a con-1 siderable length-of time, which. will facilitate `quickstarting. After the engine has stoodfor somel time the vapor in vthe condenser willl condenseand it 'will admit air throughthe relief valve; 47. Upon-starting the engine, the-ainvalve 16 will be inl conmediately befexertedL thereon through the fold 2.? Acoordinglythe'air-in the condenser will-.be quickly exhausted vapor-'comes .over from the water inthe engine jacket to' vsystem. inunediatlely; functions efficiently withontfra'ny Idelay 0'r". difficulty on account ofaccumulation' of 'air |inf the condenser. In

this system cooling, lthe :l'atent'heat-of vaporizatiom'which is fmany times'greater branch conduit 37 in the suctionintake manil replace' it."A Thus'. aty starting', my improved' than the sensible heat, isl utilized to transmit.

the heatjfromfthe' lengine cylinders "tothe atmosphere and this makesfmy 'method much more efficient than those methods which depend merely on the circulation of the liquid without vaporization thereof. i

Another advantage of my system. as compared with those heretofore commonly employed is that it operates equally well in winter 0r summer weather, making it possible in all cases to maintain the engine cylinders at or about the temperature, which is considered the most economical/working temperature. In the all-liquid cooling systems heretofore commonly used, great ditliculty has been experienced in getting the proper ratio of radiator cooling surface for summer and winter conditions of operation and it has been necessary partially to cover` the radiator in winter.

By omitting the suction pipe 37, and properly'adjusting the vacuum relief valve 47,

the system will operate approximately at atmospheric pressure and at 212 F. at sealevel. y

Referring to Fig. 3, this shows thel pump 44 driven by a steam turbine 41 which is interposed in the steam conduit 10. Thus, the currefht of stelam.' passing from thle vapor space 8 through the conduit 10`to the header 14 operates the turbine 41 which drives the pump 44 to return the water of condensation from the lower header 11 through the check valve 33 back to the water space 6. The vacuum relief valve is omitted from this combination, as in this case a high vacuum is desired at all times so that there shall be a distinct pressure drop from the steam space 8 to the header 14 to be effective to drive the turbine 41. The turbine 41 serves not only to drive the pump 44 but also the fan 17. Otherwise the general mode of operation of the system shown in Fig. 3 is substantially the same as for Fig. 1.

Referring to Fig. 4, this shows the radi-.

ator placed in an elevated position, as might well be done on a commercial automobile truck, so that the lower header 11 is at least as high as the water level84 in the engine jacket 6. Accordingly, the steam goes to the upper header 14 through the conduit 10 and the water drains back from the lower header 11 through the conduit 32 to the engine water space 6 without the necessity for any pump and without any check valve in the return conduit 32. The safety valve 15, vacuum relief valve 47, and the air discharge valve are all the same as in the system of Fig. 1 and they operate in the same way as described in that connection.

' Fig. 5 corresponds to Fig. 1 with the addi tion of elements of apparatus to facilitate employing part of the'steam for heating purposes in or about the automobile. The conduit 10 hasta valve 52 by which the flow of steam to the radiator can be slightly impeded. Between the engine casing and the valve 52 is a branch pipe 48 leading to a heating coil 51 placed at any convenient point in the car. The passage through the coil 51 is continued through a return conduit 49 back to al steam trap 50 which operates in the well-known manner to permit the water of condensationto drain back through the pipe 53 into the conduit 32 in front of the `check valve 33, but prevents Ithe escape, of steam. The valve 52 should be adjusted so that the steam will have a tendency'to fill the coil 51 before the diferential pressure at the valve 52 becomes sufficient to open it and pass the steam to the header 14.

It will be seen that my improved system is closed to the outside atmosphere and inv its normal operation it will open only at the' vacuum relief valve 47 to admit air and at the air valve 16 to discharge air. lThus, there is little or no escape of vapor to thel outside air, as' is the case in the common allliquid type of cooling systems, and with my system it is unnecessary to replenish the water over long periods v.of time; If a nonfreezing liquid is added to the water it will not be lost by boiling away as it would in an all-liquid system. The volume of water in the system is less than it would be if the radiator were lilled with water, and in operation this water is quickly brought to the boiling temperature and is maintainedthere, whether the engine be running lightor heavy, whereas in the all-liquid systems heretofore commonly used thel water may be hotter at one time than another according to load and other conditions. My system can be operated at any desirabletemperature below the temperature of 212 degrees FL which corresponds to boiling at atmospheric pressure at sea-level. In most cases I contemplate setting the vacuum relief valve 47 to open at several pounds below atmospheric pressure and at this lower pressure the water will boil at a temperature considerably be low 212o F. and the system will operate automatically to maintain the water around the engine. cylinders at approximately this temperature. A temperature can also/be obtained by checking the free draft of air around the radiator. With my cooling' system a relatively high coefficient of heat transfer from the engine cylinder walls to the boiling body of cooling fluid is secured, and with properly designed apparatus there is practically no possibilityA of the formation of air and steam pockets in the\cooling system which will` interfere with the circulation, or with the maintenance of contact between the cooling liquid and engine cylinder walls exposed to Such contact.

' Having thus described my invention, I declare that what I claim as new and desire. to secure by Letters Patent, is v 1. The method of regulating the temperature in the liquid containing cooling space of an internal combustion engine cooling der varying load conditions and below that -systeincomprising a'condenser connected to said space,wh1ch consists-1n maintaining a pressure in said condenser which is approximately constant under Varying load V-conditions and below that' of the atmosphere.

2. The method of regulating the temperature in theliquidcontaining coolingfspace of an internal combustion engine cooling system .comprislng a l1qu1d contalnlng cooling space and av condenser 'connected to said space, which consists in varying 'the capacity of the condenser as required to maintain a pressure in said condenser which is approxi- `mately 4constant under Varying load conditions andnloelow that lof the atmosphere,

Thel method of:` regulating thel temperav"ture in the liquidcontaining cooling-space .of an internal. combustion engine cooling system comprising'a liquid containing cooling space and a condenser connected to said space, which consists in adding air to and withdrawing it from the condenser as required to maintain a pressure in said condenser v whichfis approximately l constant and below that of the atmosphere.

4. The method of maintaining a low and approximately constant temperature in the cooling space of an internal combustion en- -gine which consists in supplying a cooling liquid to' said space as required to maintain the" latter 4partially illed with. the. cooling lliquid.- and withdrawing vapory vfrom the 4 ture appreciabl below212o' in the cooling liquid jacket o an'internal combustion engine-cooling system including a condenser associated with said' jacket'- in a closed cir- .culating system-adapted vto pass vapor generated by heatin liquid in. the jacket into the condenser an to returnv liquid of convdensationfro1n the condenser kto the jacket, 'which consists' 1n addingair to, and drawing it from the system as required to maintain a` vaponpressure ,f therein appreciably 1 p6. rI-hemethod o-flre'gulating the temperaj ture in vthe coolingj'acket of an-internal. combelow thai-,foiztheatmosphere.`

v bustion engine cooling system. includin a condenser associatedwith the cooling jac et in 'a' closed circulatin lsystem adapted .to

A,passV 'vaporl generate by heatingv v liquid Q in the jacket tothe condenser and to return to the jacket, whichconsistsfinv adding airv liquid .o f. condensation4A l from the condenser to,.and drawing'it fromsaid system `as rel quired to maintain' a; vaporpressure therein approximatin the pressure of saturated vaie coo liquid at the temperature s desired to maintainin'said cool- `maintenanceof a vacuum therein in excess of Lai-:sacca 7. In an internal combustion engine cooling system comprising a Aliquid containing cooling space land a condenser connected, to said space for condensing the Avapor vof a ,cooling Iliquid generated by heat absorbed byl ,the liquid in said space, the improvement which consists in means for regulating the capacity of lthe condenser as required to maintain 'a pressure in the condenser which is approximately constant under varying load conditions and belowthat of the atmosphere.

8. In an internal combustion engine cooling systemcomprising a liquid containing- 'l cooling space anda'condenser .connected'to said space for condensing the vapor 'of a cooling liquid generated by heat absorbed by the liquid in said space, the improvement which consists in suction means for withdrawin air from said condenser,-and a vacuum relief valve for admitting air to vsaid condenser'to limit'the-vacuum4 therein.

.9. In an internal combustion engine cooling system, the combination with a liquid containing cooling receptacle, of a condenser associated with said receptacle in aclo'sed' circulating system adapted to pass .vapor generated by theheat imparted to theliquid in the receptacle to said condenser and to return liquid of condensation from the condenser to the receptacle, means to admit airto said circulatingsystem when the pressure therein falls to alpredetermined point, and

means permittingthe escape of air but prev venting the escape of Vapor from the circulating system. 'i

l0.v In an internal combustion engine cooll ing system, the lcombination with a liquidv containing cooling receptacle, of a condenser associated with said receptacle in a closed circulating system adapted to pass vapor generated by the heat imparted to the liquid in the receptacle to the condenser Vand to return liquid of condensation from the condenser to r the receptacle, suction producing means for removing air from the circulating system, and means for admitting air to said circulating system as required toprev'ent the a predeterminedfamount.

.circulating system adapted to pass vapor 11. In an internal combustion engine coolgenerated by the heat impartedto the 'liquidi in -the receptacle to said condenser and toreturn liquid of condensation from 4the condenser to the receptacle, and a Vacuum relief lvalve to admit air to the circulating system under predetermined conditions.

12. Inan internal combustion engine cooling system, the/ combination withl 'a liquidv containing cooling receptacle, of a condenser-` associated with said receptacle in a closedcirculating system adapted to pass vapor generated by the heat imparted to the liquid in the receptacle to said condenser and to return liquid of condensation from the condenser to the receptacle, a pressure regulating valve to admit air to, and a non-return valve to pass air from said circulating system.

13. In an internal combustion engine cooling system, the combination with a liquid containing cylinder cooling acket having a free vapor space above the liquid therein, of

a condenser associated with said jacket in a j ing system, the combination with a liquid containing cooling receptacle, of a condenser assoolated with said receptacle-1n a closed circulating system adapted to pass vapor.`

generated by the heat'imparted to the liquid in the receptacle to said condenser and to return liquid of condensation from the condenser to the receptacle, a heater connected to said receptacle to recelve vapor therefrom, and a return connection including a steam trap from the heater to said receptacle.

15. In -'an internal combustion engine coolingsystem, the -combination with a liquid containing cooling receptacle, of a condenser associated With said receptacle in a closed circulating system adapted to pass vapor generated by the heat imparted to the liquid in the receptacle to said condenser and to return liquid of condensation from the condenser to the receptacle, a safety valve limiting the maximum pressure in said circulating system, and a vacuum relief valve limiting the minimum pressure therein.

16.. In an internal combustion engine cooling system, the combination with a liquid containing cooling receptacle, of a condenser associated with said receptacle in a closed circulating system adapted to pass vapor generated by the heat imparted to the liquid in the receptacle to said condenser and to return liquid of condensation from the condenser to the-receptacle and having an air outlet, suction producing means connected to said air outlet, and an automaticair valve permitting the escape'of air and preventing the escape of vapor through said outlet.

17. The combination with an internal combustion engine having a Working cylintier and a liquid containing cylinder cooling jacket of a condenser associated lwith the jacket in a closed circulating systemadapted to pass vapor generated by the heat imparted to the liquid in said jacket to said condenser and to return liquid of condensasystem having an air outletl connected to said c linder.

18. he combination with an internal combustionengine having a Working cylinder and a liquid containing cylinder cooling jacket of a condenser associated with the jacket in a closed circulating system adapted to pass vapor generated by the heat imparted to the liquid in said jacket to said condenser and to return liquid of condensation from the condenser to the jacket, said system having an air outlet connected to the cylinder, and a non-return valve preventing back-flow through said air outlet into said system.

19. rI`he combination With an internal combustion engine having a suction fuel intake and a liquid containing cylinder cooling jacket, of a condenser associated With the jacket in a closed circulating system adapted to pass Vapor generated by the heat imparted to the liquid in said jacket to said condenser and to return liquid of condensation from` the condenser to the jacket, and

ltion from the condenser to the jacket, said an air discharge connection from said systion from the condenser to the jacket, and

an air discharge connection from said system to said intake, and a vacuum relief valve for admitting air to said system to limit the vacuum therein. f 21. In an internal' combustion engine cooling system, the combination With a liquid containing cooling receptacle, of a condenser associated With said receptacle in a closed circulating system adapted to pass Vapor generated by the heat imparted to the liquid in said receptacle to said condenser and tor return liquid of condensation from the condenser to the receptacle, and means for Varying the capacity of the condenser as required to maintain a pressure in said vapor space which is approximately constant under varying load conditions and less than .at. mospheric.

22. In an internal combustion engine cooling system the combination With a liquid 1n sald receptacle to said condenser and to return `liquid of condensationfrom the condenser to the receptacle, and means for vary- 'ing the capacity ofthe condenser automatic response to the 'conditions of v'operation as requiredto maintain an approximately constant pressure 1n said circulating system; said meansincludmg provisions whereby the'said pressure .thus maintainedl may be adjusted.

23. Thel combination with Aan' internal combustion enginefcooli'ngl system comprisand a condenser associated with said 'receping a liquid containingjcooling receptacle tacle in a closed circulating system adapted to pass -vapor generated .by the heat imparted in theliquid inthe receptacleto said i condenser and to returnliluidv of vcondensation from' thJ -condenser to thev receptacle,

of. al heater'connected' to. said system-to receive Vapor therefrom, and means for regulating the capacity of 'said condenser as re- I i quired to maintainapressure therein which is below. that of the atmosphere and is approxirnately constant,V notwithstanding va i `riations in load conditions Aand in the amount 'of vapor passing` tosaid heater.l

HARRY C. MALLORY. 

